Internal-combustion engine.



W. G. CARTER.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED NOV. 6,1911.

Patented Feb. 9

Mi. E M Zfl /M a 4 ld E WILLIAM C. CARTER, OF ST. LOUIS, MISSOURI, ASSIGNOR TO CARTER CARB'URET'GR CUMPANY, OF ST. @DUIS, MISSOURI, A CORPORATION OF MISSOURI.

INTERNAL-COMBUSTION ENGINE.

menses.

To all whom it may con cern Be it known that l, W ILLIAM O. CARTER, a

citizen of the United States, residing at St. Louis, Missouri, have invented a certain new 'and useful Improvement in Internal-Combustion Engines, of which the following is a full, clear, and exact description, such as will enable others skilled in the art to which it appertains to make and use the same.

an engine of the type referred to which is so designed that the means which actuates the gas-controlling valve will be kept thoroughly lubricated by the oil in the crank case of the engine.

Another object is to provide an engine of the type referred to in which the valve-opcrating means is so designed that the head of the cylinder can be water-jacketed.

Another object is to provide an engine of the type referred to which is so designed that the spark'plug can be located at approximately the center of the head of the cylinder. 7

Another object is to provide an engine of the type referred to in which the valve-carrier consists of a reciprocating sleeve of novel design that is arranged between the piston and the inner wall of the cylinder. And still another object is to provide an internal combustion engine whose cylinder has a concaved, water-jacketed head, and means for siphoning the water out of said head when the water is drained from the jacket of the cylinder.

Other objects and desirable features of my invention will be hereinafter pointed 01?.

Figure 1 of the drawings is a vertical sec tional view of an internal combustion engine constructed in accordance with my inven tion, showing the intake and exhaust ports closed; Fig. 2 is a similar view showing the exhaust port open; Fig. 3 is a similar view showing the intake port open; Fig. 4 is a detail sectional view illustrating a slight modification of my invention; Fig. 5 is a vertical sectional view taken on approxi: mately the line 5-:5 of Fig. 8; and Fig. 6

Specification of Letters Patent.

Application filed November 6, 1911. Serial No. 858,863.

is a perspective view of the expansionvaive and the carrier to which it is connected.

Briefly described, the engine herein shown, which represents one form or my invention, consists of cylinders, ring-shaped expansion valves arranged inside of the cylinders adjacent the upperends of same for controlling the admission and exhaust of the gases, reciprocating carriers for said valves arranged inside of the cylinders between the pistons and the inner walls of the cylinders, and means arranged in the crank case or in housings or chambers that communicate with the crank case, for actuating the valvecarriers so as to move the valves into and out of operative position with relation to the ports in the cylinders.

Referring to Figs. 1, 2 and 3 of the draw ings, A designates one cylinder of the engine, B the piston operating therein, 1 the intake portxand 2 the exhaust port, the intake and exhaust ports preferably consisting of narrow horizontally-disposed slotsd as shown in Figs. 2 and 3. The valve V, which controls the admission and the exhaust ofthe gases through said ports, is ring-shaped, and it is so constructed that it can expand and contract. Said valve is reciprocatingly mounted inside of the cylinder, and it is connected to a carrier which preferahly consists of a reciprocating sleeve C thatis arranged between the piston and the inner wall ot the cylinder. the piston sliding back aiid forth inside of the sleeve C. as shown in Figs. 2 and 3. In the form of mv invention shown in Figs. 1 to 3, the valve V is integrally connected to the valve-carrier C, as shown in Fig. 6, and it is provided with an approximatelv vertically-disposed slot 3 which per= mits it to expand and contract, thus insuring a tight fit between the valve and the inner wall of the cylinder at all times. The means which actuates the valve-carrier C is so designed that the valve V will be held at rest and in such a position that it closes both sion and power strokes of the piston, as

shown in Fig. 1, then moved downwardly slightly, as shown in Fig. 2, so as to uncover theexhaust port and permit the burnt gases to'escape over the upper edge of the valve on the succeeding upward stroke of the piston, and thereafter moved upwardly slightly on the succeeding downward stroke of the piston so as to close the exhaust port and permit the combustible gas to flow into the cylinder through a horizontallydisposed 5 slot 4 formed in the sleeve C just below the lower edge of the valve, as shownin Fig. 3. The valve V is preferably made a trifle thicker than the sleeve C so as to impart sufficient strength to the valve to prevent it 13 from contracting or pulling away from the cylinder on the suction stroke of the pit-ton, therebymvercoming the possibility of the burnt gases being drawn back into the cylinder from the exhaust manifold. I also pre- 15 fer to use one or more webs 5 for connecting the valve .V to the upper end of the sleeve C at the point where the slot 4 separates the valve from the sleeve so as to prevent the valve from moving vertically relatively to the sleeve, the webs 5 being shown clearly in Fig. 6.

While I have stated that the valve V is preferably integrally connected to the valvecarrier C, I do not wish it to be understood that my invention is limited to such a construction for if desired the gas-controlling valve could be separate and distinct from the valve-carrier or member on which the valve is mounted. a In Fig. 4 of the drawings I have illustrated such a modification, the reference character V designating a split spring expansion ring mounted in lugs or arms 6 on the upper end of the valve-carrier C and provided on its inner side with an annular rib 7 which fits in. notches in said arms so as to prevent the valve from moving vertically relatively to the valveecarrier. The valve V is so proportioned that it covers boththe admission and exhaust ports a on the compression and power strokes of the piston, and the lower edge of the valve is spaced away from the upper end of the valve-carrier so as to form a slot through which the combustible gas can enter the cylinder when the valve uncovers the intake ort. p T he valve-carrier C is provided on its exterionwith oil grooves 8, and if desired, said valve-carrier may be provided with slots 9 which impart sufficient resiliency thereto to insure a snug fit between the valve-carrier and the cylinder without danger of binding or sticking. In other words, I prefer to form the valve-carrier in such a manner that it can contract sufliciently when the engine being preferable to have the rows of slots extend in a spiral direction so as to reduce the wear on the piston.

The means which actuates the valvecarrier C is arranged inside of the crank case D, or in a chamber or housing which communicates with the crank case so that it will be kept thoroughly lubricated by the oil in the crank case which is used for lubricating the piston, piston rods, crank shaft, etc. Said actuating means preferably consists of cams 10 and 11 on a cam shaft 12 which is driven at a uniform speed, preferably. by means of a chain 13 that passes over sprocket wheels on the cam shaft 12 and on the crank shaft 1 of the engine. It will, of course, be understood, however, that Various other means could be used for driving the cam shaft without departing from the spirit of my invention. The cams 10 and 11 are arranged inside of a yoke or between members which are either connected directly to the valve-carrier C or to an intermediate member which is connected to the valvecarrier. Said cams are so proportioned and designed that the valve-carrier C will be moved positively in opposite directions and held at rest in the manner previously described, and in the preferred form of my invention, as herein shown, the cams 10 and 11 coiiperate with two members 15 and 16 that project laterally from thevalve carrier, the member 15 coiiperating with the cam 10, and the member 16 being provided with a roller 1G on which the cam 11 bears. Both of said cams have curved surfaces which are concentric with the cam shaft 12 and so arranged that they engage the member 15 and the roller 16 on the compression and power strokes of the piston, thus causing the valve carrier 0 and valve V to remain stationary while the charge is being compressed, ignited and expanding. The remaining portions of said cams are so designed that the cam 11 will move the valve-carrier and valve downwardly on the scavenging stroke of the piston, and the cam 10 will move said valve 1 and carrier upwardly on the succeeding suction stroke of the piston. The cams have a true rolling action on the member 15 and roller 16 so that the valve-operating mechanism is practically noiseless.

In view of the fact that the cam shaft 12 is arranged inside of the crank case D of the engine, thebearings of said shaft and the cams on the shaft will always be. kept thoroughly lubricated. The engine is prac-' tically noiseless for the cams-10 and 11 roll upon the members with which they cooperate and the valve V merely slides back and forth inside of the cylinder without striking against a seat or shoulder.

Another desirable feature of an engine of this design is that the cylinder can be provided with a water-jacketed head because I mana e are arranged below the the head and no parts of same pass through the head; and

still another desirable feature-0f such a construction is that the spark plug S can be arranged at the center of the head instead of eccentric or at one side of the center.

The cylinder of the engine herein shown is provided with a concaved head but this is not essential, and, if desired, a straight head could be used. Both the head and sides of the cylinder are Water-jacketed,and means is provided for siphoning the Water out of the jacket of the head when the cylinders are drained, said means consisting of a vertically-disposed pipe 17 arranged inside of the water-jacket and provided at its upper end with a turned-down portion which projects into the Water-jacket of the head,

as shown in the drawings. W henthe cylinders are drained 'a suction will be created in the pipe 17 and thus cause the water in the head to be sucked out of same through the pipe 17.

-Having thus described my invention, What I claim as new and desire to secure by Letters Patent is:

1. An internal combustion engine having a cylinder provided in its side walls With admission and exhaust ports, a reciprocating sleeve shaped valve carrier arranged between the piston and the inner wall of the cylinder and provided with an integral thickened expansible portion that forms a valve which controls the flow of the gases through said ports, and an operating means for said valve-carrier arranged in "such a manner that it is kept lubricated by the oil in the crank caseof the engine. v

2. In an internal combustion engine, a cylinder provided in its side wall with inlet and exhaust ports, a sleeve reciprocatingly mounted in said cylinder, said sleeve having a thickened portion at the upper end thereof that controls the admission and escape of gas through the ports.

3. In an internal combustion engine, a cylinder, a piston operating in said cylinder, a reciprocating sleeve arranged between the piston and the inner wall of the cylinder and provided with an opening for admitting the gases into the cylinder, and

slots in said sleeve arranged in staggered relation to each other for permitting the sleeve to expand and contract.

4. In an internal combustion engine, a cylinder provided with ports, a piston operating in said cylinder, a reciprocating sleeve arranged between the piston and the inner Wall of said cylinder and provided with a portion that cooperates with said ports, and slots in said sleeve arranged in staggered relation to each'other for permitting the sleeve to expand and contract.

In testimonv whereof I hereunto affix my signature in the presence of two witnesses. this first day of November, 1911.

WILLIAM G. CARTER.

Witnesses:

VVELLs L. Cnnnon, Gnome BAKEWELL. 

